Programmable door power assist

ABSTRACT

A power assist device is provided herein. A motor is operatively coupled to a door of a vehicle. A controller controls a mechanical resistance applied by the motor to the door to resist door swing. The mechanical resistance applied to the door is a function of an angular position of the door.

FIELD OF THE INVENTION

The present invention generally relates to a device for use on anautomotive vehicle door, and more particularly, to a power assist devicefor the vehicle door providing both opening and closing assistance, aswell as limiting the velocity of the swing of the vehicle door whenclosing.

BACKGROUND OF THE INVENTION

Motor vehicle doors may include device(s) to assist in opening andclosing a vehicle door. Device(s) may also include the ability to sensea nearby object that might be contacted when opening the vehicle doorfor ingress and egress. When opened, if the vehicle door swings fastenough or hits the object hard enough, damage to the door may besustained. These devices sense the distance to the object, typicallyusing a sensor(s) located on the exterior surface of the door, anddetermine if it is within the door's projected swing path. Known devicesgenerally cannot provide the momentum necessary to open and close avehicle door at the hinge location of the door. Thus, a device isdesired, wherein the door is opened and closed under the control of apower assistance device that is coupled to one or more hinges of thevehicle door, and further wherein the power assistance device isprogrammable to allow a user to control door swing behavior. A devicehaving a confined overall package size is desired to carry out the powerassist functionality within the standard confines of a vehicle door tovehicle body spacing.

SUMMARY OF THE INVENTION

According to one aspect of the present invention, a power assist deviceis provided. A motor is operatively coupled to a door of a vehicle. Acontroller controls a mechanical resistance applied by the motor to thedoor to resist door swing. The mechanical resistance applied to the dooris a function of an angular position of the door.

According to another aspect of the present invention, a vehicle doorassembly is provided. The vehicle door assembly includes a vehicle doorand a power assist device for resisting door swing having a motoroperatively coupled to the door and a controller for controlling amechanical resistance applied by the motor to the door to resist doorswing. The mechanical resistance applied to the door is a function of anangular position of the door.

According to yet another aspect of the present invention, a method ofresisting door swing is provided. The method includes the steps ofoperatively coupling a motor to a vehicle door; and controlling amechanical resistance applied by the motor to the door. The mechanicalresistance applied to the door is a function of an angular position ofthe door.

These and other aspects, objects, and features of the present inventionwill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a perspective view of a vehicle having a driver's side door ina closed position with a power assist device coupled thereto accordingto an embodiment;

FIG. 2 is a perspective view of the vehicle of FIG. 1 with the driver'sside door shown in an open position;

FIG. 3 is a fragmentary perspective view of a vehicle door with an outerpanel removed to show a connection between an inner panel of the doorand a hinge pillar of the vehicle;

FIG. 4A is a fragmentary perspective view of a vehicle door shown withan inner panel in phantom in a closed position and a power assist devicedisposed between the door and the hinge pillar;

FIG. 4B is a perspective view of the vehicle door of FIG. 4A taken atlocation IVB;

FIG. 4C is a perspective view of the vehicle door of FIG. 4A;

FIG. 4D is a rear perspective view of the vehicle door of FIG. 4A;

FIG. 5A is a fragmentary exploded view of a vehicle door and a powerassist device;

FIG. 5B is a fragmentary assembled view of the vehicle door and powerassist device of FIG. 5A, with the door shown in an open position inphantom;

FIG. 6 is a top plan view of a vehicle door showing relative movement ofthe door between open and closed positions along a door swing path;

FIG. 7 is a schematic diagram showing a vehicle door assembly accordingto one embodiment; and

FIG. 8 is a top plan view of a vehicle door showing a door detentposition along a door swing path for preventing the door from collidingwith an obstruction.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” “interior,”“exterior,” and derivatives thereof shall relate to the invention asoriented in FIG. 1. However, it is to be understood that the inventionmay assume various alternative orientations, except where expresslyspecified to the contrary. It is also to be understood that the specificdevices and processes illustrated in the attached drawing, and describedin the following specification are simply exemplary embodiments of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise.

Referring now to FIG. 1, the reference numeral 10 generally designates apower assist device disposed on an exemplary motor vehicle 12. The motorvehicle 12 illustrated in FIG. 1 is an exemplary embodiment of anautomotive vehicle or car having a vehicle body 14 upon which a door 16is rotatably mounted. As shown in FIG. 1, the power assist device 10 isdisposed adjacent to the door 16 and is operably and structurallycoupled to the door 16 for assisting in moving the door 16 between openand closed positions, as further described below. Movement of the door16 is controlled by a controller 11 which is configured to control thepower assist device 10. The door 16 illustrated in FIG. 1 is a frontside door, specifically a driver's side door; however, any vehicle dooris contemplated for use with the power assist device 10 of the presentconcept. The door 16 is shown hinged to an A-pillar 18 of the vehiclebody 14 by means of one or more hinges, as further described below. Thedoor 16 includes an outer panel 17 and is shown in FIG. 1 in a closedposition, wherein it is contemplated that the door 16 is latched to aB-pillar 22 of the vehicle body 14. The vehicle 12 further includes arear door 20 which is hingedly coupled to the B-pillar 22 for latchingto a C-pillar 24 in assembly. The vehicle body 14 further includes arocker panel 26 and a front driver's side quarter panel 28, as shown inFIG. 1.

Referring now to FIG. 2, the door 16 is shown in an open position. Thedoor 16 pivots or swings along a door swing path as indicated by arrow30 between open and closed positions as hingedly coupled to ahinge-pillar 18A of the A-pillar 18. Movement of the door 16 betweenopen (FIG. 2) and closed (FIG. 1) positions is contemplated to beoptionally powered by the power assist device 10.

Referring now to FIG. 3, the door 16 is shown in the closed positionwith the outer panel 17 (FIGS. 1 and 2) removed to reveal upper andlower hinge assemblies 32, 34 coupled to an inner panel 19 of the door16. The upper and lower hinge assemblies 32, 34 rotatably couple thedoor 16 to the vehicle body 14 at hinge-pillar 18A and are configured tocarry the load of the door 16 as the door 16 moves between the open andclosed positions. A door check (not shown) may also be used to helpcarry the load of the door 16, and is generally positioned between theupper and lower hinge assemblies 32, 34 along the inner panel 19. Theupper and lower hinge assemblies 32, 34 are substantially similar havingcomponent parts which will be described herein using the same referencenumerals for both the upper and lower hinge assemblies 32, 34.Specifically, the upper hinge assembly 32 is defined by a fixed hingeportion 36 and a moveable hinge portion 38. The fixed hinge portion 36and the moveable hinge portion 38 are generally defined by brackets thatpivotally couple the door 16 to the A-pillar 18. Specifically, the fixedhinge portion 36 is mounted to the A-pillar 18 at hinge-pillar 18A usingfasteners 39, or other like coupling means. The moveable hinge portion38 is rotatably mounted to the fixed hinge portion 36 by a hinge pin(identified and described below) which allows with the moveable hingeportion 38 to pivot with respect to the fixed hinge portion 36 as thedoor 16 opens and closes along the door swing path 30. The moveablehinge portion 38 is fixedly coupled to a sidewall 19A of the inner panel19 by fastener 39.

As further indicated in FIG. 3 a package compartment 40 is defined bysidewall 19A and sidewall 19B of the inner door panel 19, as well ashinge-pillar 18A. As shown in FIG. 3, sidewall 19A is substantiallyperpendicular to sidewall 19B, and sidewall 19B is substantiallyparallel to hinge-pillar 18A. The package compartment 40 is generallyclosed off by a portion of the front quarter panel 28 (FIGS. 1 and 2) inassembly. As further shown in FIG. 3, the package compartment 40 definesa gap or space for mounting the power assist device 10, as furtherdescribed below with reference to FIG. 4A. The volume of space definedby the package compartment 40 is limited and is generally at a premiumin this location in most automotive vehicles. Thus, it is an object ofthe present concept to provide an effective power assist device that canproperly fit within the confines of the package compartment 40 withoutmodification to the existing structures defining the boundaries of thepackage compartment 40. As further shown in FIG. 3, the door 16 may alsoinclude one or more reinforcement belts 21, 23 for reinforcing the innerpanel 19 from torque forces imparted by the power assist device 10 onthe door 16.

Referring now to FIG. 4A, the power assist device 10 is shown disposedin the package compartment 40 between the door 16 and the hinge-pillar18A. The power assist device 10 shown in FIG. 4A has a generallycylindrical body portion 90 which is contemplated to be approximately 70mm in diameter and 115 mm in vertical length. Having such aconfiguration, the power assist device 10 can fit into the boundaries ofthe confined package compartment 40. In the embodiment shown in FIG. 4A,the upper hinge assembly 32 includes a modified fixed hinge portion 36Awhich is wider and more robust as compared to the fixed hinge portion 36shown in FIG. 3. The modified fixed hinge portion 36A is shown in FIG.4A as mounted on the hinge-pillar 18A. The moveable hinge portion 38 isshown disposed on an upper mounting portion 54 (FIG. 4B) of the fixedhinge portion 36A, and the power assist device 10 is disposed on a lowermounting portion 56 (FIG. 4B) of the fixed hinge portion 36A. Themodified fixed hinge portion 36A provides a robust connection betweenthe upper hinge assembly 32 and the hinge-pillar 18A for carrying theload of the door 16, as well as carrying the load of any torque impartedby the power assist device 10 when used to assist in opening and closingthe door 16. It is contemplated that the door 16, as most conventionalvehicle doors, can weigh approximately 90 lbs. or more as an assembledunit. Further information regarding the torque requirements necessaryfor moving the door 16 as powered from the hinge location by a powerassist device are discussed below.

Referring now to FIG. 4B, the fixed hinge portion 36A of the upper hingeassembly 32 is shown having a first portion 50 having mounting apertures51 disposed therethrough for mounting the first portion 50 to thehinge-pillar 18A. The fixed hinge portion 36A further includes a secondportion 52 extending outwardly from the first portion 50 in asubstantially perpendicular direction. The second portion 52 includesupper mounting portion 54 and lower mounting portion 56. The uppermounting portion 54 is spaced-apart from the lower mounting portion 56to define a clevis 57 therebetween. The spacing between the uppermounting portion 54 and the lower mounting portion 56 provides adequateclearance for tooling necessary to couple and adjust the position of thepower assist device 10 to the lower mounting portion 56, and forcoupling the moveable hinge portion 38 to the upper mounting portion 54via hinge pin 60. The hinge pin 60 includes a head portion 62 and a bodyportion 64 which pivotally couples the fixed hinge portion 36A to themoveable hinge portion 38 at upper mounting portion 54. As noted above,moveable hinge portion 38 is coupled to sidewall 19A of the inner panel19 in assembly, such that the moveable hinge portion 38 is coupled toand moves with the door 16. Similarly, the power assist device 10 iscoupled to an L-shaped bracket having a first portion 72 and a secondportion 74 disposed in an L-shaped configuration. The first portion 72is disposed adjacent to the lower mounting portion 56 of the fixedhinged portion 36A for coupling the power assist device 10 thereto via adriveshaft 80. Specifically, the driveshaft 80 couples the power assistdevice 10 to the upper hinge assembly 32 at lower mounting portion 56through aperture 56′ of fixed hinge portion 36A. The driveshaft 80 isfixedly coupled to the fixed hinge portion 36A at an upper portion 80Aof the driveshaft 80 by any means known in the art, such as a machinedpress fitting, or a bolt-on connection. The upper portion 80A of thedriveshaft 80 may also include an angled cross-section configurationthat is complimentary to an angled configuration of mounting aperture56′ of the fixed hinge portion 36A to better couple the driveshaft 80 tothe fixed hinge portion 36A. Being fixedly coupled thereto, thedriveshaft 80 serves as a pivot axis for the power assist device 10. Thepower assist device 10 is mounted to the door 16 at inner panel 19 viathe second portion 74 of the L-shaped bracket 70 which is coupled tosidewall 19A of inner panel 19, such that the L-shaped bracket 70rotates with the door 16 between opened and closed positions while thedriveshaft 80 remains fixedly coupled to the fixed hinge portion 36A ofthe upper hinge assembly 32. In this way, the power assist device 10 isessentially coupled to the door 16 at inner panel 19 and operablycoupled to the upper hinge assembly 32 to power or control the openingand closing of the door 16, as further described below.

With further reference to FIG. 4B, the power assist device 10 is shownhaving a motor 92 coupled to a lower portion 80B of the driveshaft 80.The motor 92 and the lower portion 80B of the driveshaft 80 are operablycoupled to one another in a driven engagement and housed within thecylindrical body portion 90 of the power assist device 10. The motor 92is contemplated to be an electric motor, power winch, actuator, servomotor, electric solenoid, pneumatic cylinder, hydraulic cylinder, orother like mechanism having sufficient power necessary to provide thetorque required to move the door 16 between open and closed positions,as well as various detent locations, as powered from the hinge point ofthe door 16. Thus, the motor 92 is configured to act on the driveshaft80 in a pivoting or rotating manner. With the upper portion 80A of thedriveshaft 80 fixedly coupled to the upper hinge assembly 32, thecylindrical body portion 90 of the power assist device 10 will rotate ina manner as indicated by arrow 94 about the pivot axis defined by thedriveshaft 80. With the power assist device 10 coupled to the innerpanel 19 via L-shaped bracket 70, the rotating motion of the cylindricalbody portion 90 of the power assist device 10 correlates to a pivotingmotion of the door 16 between open and closed positions. As furthershown in FIG. 4B, the power assist device 10 includes a lower cap 96having an electrical connector 98 disposed thereon powering the device10 and for receiving signal information from the controller 11 (FIG. 1)for translating user commands into power assisted door functionality.

Referring now to FIGS. 4C and 4D, a middle door-side bracket 84 iscoupled to an opposite side of the sidewall 19A of inner panel 19relative to the second portion 74 of the L-shaped bracket 70. In thisway, the sidewall 19A of the inner panel 19 is sandwiched between theL-shaped bracket 70 at second portion 74 and the middle door-sidebracket 84. The middle door-side bracket 84 includes apertures 84′ forcoupling to complimentary apertures disposed on the second portion 74 ofthe L-shaped bracket 70 using fasteners, such as bolts. The middledoor-side bracket 84 is a modified door-side bracket that provides areinforced connection between the inner door panel 19 and the powerassist device 10, to help stabilize the system from forces imparted onor imparted by the power assist device 10 when moving the door 16between open and closed positions. With specific reference to FIG. 4D,the middle door-side bracket 84 includes an extended upper portion 85Awhich includes apertures 84′ for coupling to the L-shaped bracket 70through sidewall 19A. The middle door-side bracket 84 further includes alower portion 85B which provides reinforcement for a door check device(not shown). As further shown in FIG. 4D, an upper door-side bracket 82and a lower door-side bracket 86 are also disposed on an opposite sideof sidewall 19A relative to the power assist device 10. Together, thedoor-side brackets 82, 84 and 86 act as doubler plates, providingreinforcement for the upper hinge assembly 32, the power assist device10, and the lower hinge assembly 34, respectively. In this way, the door16 of the present concept is heavily reinforced at the connection of theinner panel 19 with the hinge-pillar 18A through the upper and lowerhinge assemblies 32, 34 and L-shaped bracket 70 of the power assistdevice 10 by the door-side brackets 82, 84, 86. The door 16 can also befurther reinforced against torque from the power assist device 10 bycoupling one or more reinforcement belts 21, 23 (FIG. 3) to the middledoor-side bracket 84 and the inner panel 19 across the length of thedoor 16.

Referring now to FIG. 5A, the door 16 is shown in an exploded view withthe outer panel 17 (FIG. 1) removed and the inner panel 19 exploded awayin phantom. Middle door-side bracket 84 is shown exploded away from theinner panel 19 and the upper hinge assembly 32 is shown with the fixedhinge portion 36A exploded away from the hinge-pillar 18A, and themoveable hinge portion 38 exploded away from sidewall 19A of the innerpanel 19. The door mounted L-shaped bracket 70 is shown exploded awayfrom the sidewall 19A of the inner panel 19 and also exploded away fromthe power assist device 10. As shown in FIG. 5A, the first portion 72 ofthe L-shaped bracket 70 includes an aperture 73 for receiving the upperportion 80A of the driveshaft 80 therethrough. As further shown in FIG.5A, the second portion 74 of the L-shaped bracket 70 is configured tocouple to sidewall 19A of inner panel 19 at mounting apertures 74′,which coincide with mounting apertures 84′ of middle door-side bracket84 to provide a robust coupling between the door 16 and the power assistdevice 10.

Referring now to FIG. 5B, the door 16 is shown in the open position withthe outer panel 17 (FIG. 1) removed and the inner panel 19 shown inphantom. The exploded components for FIG. 5A are shown installed in FIG.5B, and it is contemplated that the power assist device 10 can beinstalled in the vehicle during final trim and assembly, wherein themodified upper hinge assembly 32 provides spacing for an installer toradially adjust the power assist device 10 relative to the door 16 forproper axis alignment. Together, the lower mounting portion 56 of clevis57 (best shown in FIG. 4B), the L-shaped bracket 70, and the middledoor-side bracket 84 are used to provide radial adjustment of the powerassist device 10 to insure axis alignment between the upper and lowerhinge assemblies 30, 32 and the pivot axis of driveshaft 80 of the powerassist device 10. As further shown in FIG. 5B, upper door-side bracket82 has been removed to reveal mounting locations for the upper door-sidebracket 82 relative to the moveable hinge portion 38 of the upper hingeassembly 32.

One aspect of the present concept is to provide a soft close experienceto a user when closing a vehicle door via the power assist device 10.With reference now to FIG. 6, the door 16 is shown in an open positionrelative to the vehicle body 14. The door swing path 30 is shown havingvarious door positions identified thereon. Specifically, reference point30A indicates a fully open door position, which is approximately 1000 mmaway from a flush and closed position along the curved door swing path30. The flush and closed position is identified in FIG. 6 as referencepoint 30C. During a door closing operation, reference point 30Bindicates an approximate door position where a soft close feature isinitiated by the power assist device 10 to prevent a user from slammingthe door 16 to the closed position 30C. Reference point 30D indicates anover-closed door position that is generally required in order to get alatch mechanism 110, disposed the door 16, to latch the door 16 in theclosed position 30C. In normal operation, once latched by movement tothe over-closed position 30D, the door 16 may slightly revert towardsreference point 30C which indicates a door position that is essentiallyclosed and flush with the vehicle body 14. In a normal door closingprocedure, the door 16 is in a closing motion from reference point 30A,and the first time the door 16 reaches the position of reference point30C, the door 16 will be flush with the vehicle body 14 but unlatched.In a normal door closing procedure, the door 16 must move from referencepoint 30C to the over-closed position at reference point 30D so that thedoor 16 will latch to the vehicle body 14. Then, the door 16 mayslightly rebound towards the latched and flush position at referencepoint 30C. The present concept contemplates a sequence of door positionsand latch configurations that can avoid the need to move the door 16 tothe over-closed position 30D, while still getting the door 16 to latchto the vehicle body 14.

The door swing path 30 shown in FIG. 6 represents a swing path takenfrom the point of the door edge 16A. The hinge axis or hinge point forthe door 16 is represented by reference numeral 16B. It is the hingeaxis 16B from which the power assist device 10 controls the movement ofthe door 16, as described above. With reference to Table 1 below, theangle of the vehicle door 16 is shown along with the distance of thedoor edge 16A to the closed position 30C in millimeters. The torquerequired by the power assist device 10 is shown in Table 1 in order toclose the vehicle door 16 from the various open door positionsidentified on swing path 30 in FIG. 6. The torque required to close thedoor 16 is shown in Table 1 as “with” and “without” inertia. For thepurposes of this disclosure the term “with inertia” implies that thedoor 16 is shut from a distance sufficient to generate inertia in thedoor movement, such that less torque is required from the power assistdevice 10. Further, inertia can be generated by an initial closingmotion manually imparted on the door 16 by a user. Inertia is equal tothe mass of the door 16 (about 60-90 lbs or 30-40 kg) times therotational velocity (V1 in FIG. 6). When a user attempts to slam thedoor 16 along the rotational path 30, the power assist device 10 isconfigured to slow the door movement or rotational velocity V1 tovelocity V2 to provide a slow closing motion. With regards to a userslamming the door 16, a 10 N/m acceleration applied continuously to adoor for 60° rotation of the door is a very dramatic door slam with aterminal velocity of approximately 15 rpm or 90°/sec. For purposes ofthis disclosure any velocity of 5 rpm (30°/sec)-15 rpm (90°/sec) isconsidered slamming the door 16. In a normal closing motion, a user willgenerally give a door a minimum of 0.33 rpm or 2°/sec at least at thelast 5° of the closing motion to sufficiently close the door.

TABLE 1 Door edge Torque to close Torque to close Door Distance to Anglefrom with inertia without inertia Position latch (mm) vehicle body (N/m)(N/m) 30A 1000 mm 60+ deg <10 N/m 40 N/m 30B 175 mm 20 deg 40 N/m 40 N/m30B-2 70 mm 8 deg 40 N/m 100 N/m 30C 25 mm 1.6 deg 80 N/m 300 N/m 30D 15mm 1 deg 200 N/m 610 N/m

Consistent with Table 1 above, movement of the door 16 from position 30Ato position 30B is approximately 825 mm and identifies a portion of theswing path 30 between position 30A and 30B that could be a slammingmotion initiated by a user. As a user manually initiates a door slammingmotion, the door 16 will move along the door swing path 30 at an initialvelocity V1 (approximately 5-15 rpm) until the door 16 reaches position30B. At approximately position 30B, the door 16 will slow to a velocityV2 (approximately 0.33 rpm) by a resistance force imparted by the powerassist device 10 on the upper hinge assembly 32 to slow the doormovement between positions 30B and 30C from velocity V1 to velocity V2.It is contemplated that the torque required by the power assist device10 to slow the door 16 to a slow and gentle close of 0.33 rpm along thedoor swing path 30 is approximately 200 N/m. The amount of time requiredfor slowing the movement of the door 16 from velocity V1 to velocity V2between door positions 30B to 30C is approximately 200-300 milliseconds.It is contemplated that the power assist device 10 will operate in thismanner to absorb the energy from the slamming door motion along swingpath 30 while the vehicle is in a key-off operation. Driving operationis not required for the slow close functionality. In this way, the powerassist device 10 provides a gentle close or slow close for the door 16,even when a user attempts to slam the door 16 shut.

With further reference to FIG. 6, a door opening direction is indicatedby reference numeral 100. The door 16 of the present concept iscontemplated to be in communication with a variety of sensors which areconfigured to detect an object positioned in the door swing path 30,such that the power assist device 10 of the present concept can slow orstop the door 16 to prevent the door 16 from opening into an objectpositioned along the door's swing path 30, when such an object isdetected. The torque required to slow or stop the door 16 during theopening movement (path 100) is contemplated to be approximately 200 N/mand is further contemplated to take approximately 200-300 millisecondsduring a user initiated door opening sequence. Further, the power assistdevice 10 of the present concept provides the door 16 with an infinitenumber of detents (door checks) along the swing path 30. The position ofthe detents or door checks may be customized by the user and programmedinto the controller 11 (FIG. 1) which is in communication with the powerassist device 10, for controlling movement of the same. The door checksare contemplated for use with an automatic door opening sequence poweredby the power assist device 10 in the direction as indicated by arrow100. The torque required to stop the door 16 during an automatic dooropening sequence powered by the power assist device 10 at apredetermined door check position is approximately 10-50 N/m and maytake up to 60 seconds. In this way, the power assist device 10 can bepreprogrammed by a user to open the door 16 to a desired door checkposition along the door swing path 30 and hold the door 16 at theselected door check position for the user to enter or exit the vehiclewithout worry of the door 16 opening any further, or possibly into anadjacent obstruction. In this way, the power assist device 10 of thepresent concept provides infinite door check along the swing path 30 ofthe door 16. Pre-set door check positions may be preprogrammed into thecontroller 11 (FIG. 1), and user selected/customized door checks mayalso be programmed into the controller 11.

With further reference to FIG. 6, another aspect of the present conceptincludes the ability to reduce door opening and closing efforts when thevehicle is parked on a hill or slope. The power assist device 10 iscontemplated to be provided with signal information from the controller11 to provide assistance in opening the door 16 in the direction asindicated by arrow 100 in a slow and consistent manner when a vehicleposition is declined, such that the door opening motion would generallybe increased due to an downward angle of the vehicle from the back tothe front of the vehicle. As a corollary, the power assist device 10 canprovide door closing assistance to aid in closing a door that ispositioned at a downward angle, so that both the door opening and doorclosing efforts are consistent. Similarly, when the vehicle is parked onan inclined or up-hill slope, the power assist device 10 is configuredto provide a reduced closing velocity of the door 16 in the closingdirection as indicated by arrow 102 based on signal information receivedfrom the controller 11 to the power assist device 10. The power assistdevice 10 can also provide door opening assistance to aid in opening adoor that is positioned at an upward angle, for consistency. It iscontemplated that such power assistance in the direction as indicated byarrows 100, 102, would require up to 200 N/m of torque for a duration ofapproximately 10-20 seconds. In this way, the power assist device 10 ofthe present concept is able to provide consistent door opening andclosing efforts, such that the user is provided a consistent dooropening and closing experience regardless of the inclined, declined orsubstantially horizontal position of the vehicle.

Referring to FIG. 7, a vehicle door assembly 104 is shown according toone embodiment. The vehicle door assembly 104 includes a power assistdevice 10, which may be configured according to any of the embodimentsdescribed herein and includes a motor 92 operatively coupled to a door16 of a vehicle 12. According to one embodiment, the motor 92 may be abrushless or brushed direct-current motor and includes a field component106 for generating a magnetic field and an armature 108 having an inputcurrent that interacts with the magnetic field to produce torque.Alternatively, it is contemplated that the motor 92 may be a switchedreluctance motor. As already described herein, the motor 92 may act onthe driveshaft 80 (e.g., FIG. 4B) in a pivoting or rotating manner andthe torque generated by the motor 92 may be used to assist a user inmoving the door 16 between open and closed positions, as well as variousdetent locations. Additionally, in some embodiments, the motor 92 may beconfigured to apply a mechanical resistance to the door 16 to resistdoor swing.

The motor 92 is controlled by a controller 110 that may supply signals112 to the motor 92 through an electrical connector 98 (e.g., FIG. 4B)to achieve a variety of motor actions. The controller 110 may include aprocessor 114 and a memory 116 having instructions 118 stored thereonthat serve to effectuate the power assist functionality describedherein. The controller 110 may be a dedicated controller or onebelonging to another vehicle system. While not shown, it should beappreciated that the controller 110 may be interfaced with additionalpower assist devices that are operatively coupled with other doors ofthe vehicle 10. The controller 110 may be electrically coupled to apower source 120 for controlling power delivery to the motor 92. Thepower source 120 may be a vehicle power source or an independent powersource.

With continued reference to FIG. 7, the controller 110 iscommunicatively coupled to a user-input device 122 for supplying to thecontroller 110 one or more user-inputted selections 124 for controllingdoor swing. It is contemplated that the user-input device 122 may be anonboard device or a portable electronic device configured to wirelesslycommunicate with the controller 110 such as a smartphone and the like.User-inputted selections may be inputted via the user-input device 122in a variety of manners. For example, it is contemplated that theuser-input device 122 may include a touch screen to allow a user to makehis or her selections through one or more touch events. Additionally oralternatively, a user may make his or her selections through themanipulation of buttons, sliders, knobs, etc. Additionally oralternatively still, it is contemplated that a user may make his or herselections through voice commands. In any event, by providing a userwith the ability to make selections to dictate how the motor 92 behaves,the manner in which the door 16 swings during a door opening or doorclosing event becomes customizable to suit the needs of the user, whichmay vary based on age, size, strength, operational environment, etc.

According to one embodiment, a user may make one or more user-inputtedselections for specifying a torque applied by the motor 92 to the door16 to assist the user with opening or closing the door 16. The torqueapplied by the motor 92 to the door 16 may be a function of an angularposition of the door 16. By way of example, the swing path 30 shown inFIG. 6 may be displayed to a user so that he or she may make one or moreselections specifying a torque to be applied by the motor 92 to the door16 at one or more angular positions of the door 16, wherein each angularposition of the door 16 corresponds to a position on the swing path 30.The angular position(s) may correspond to distinct door positions and/ora range of positions, as specified by the user. For example, a user mayspecify a torque to be applied by the motor 92 to the door 16 atpositions 30A, 30B, 30C, and 30D, respectively. Along with specifying anamount of torque, the user may also specify a direction in which thetorque is applied, thus allowing the user to control torque while thedoor 16 is being moved open or closed. Furthermore, it is contemplatedthat the user may make torque selections based on an operating conditionof the vehicle 12. For example, different torque selections can beimplemented based on whether the vehicle ignition is turned ON or OFF.

The amount of torque for a given angular position of the door 16 may beselected from a range of available torques to allow a user to fine tunehis or her preferences. Additionally or alternatively, the user mayassign a predetermined torque setting to a given angular door positionshould he or she desire a relatively easier set up process. Examples oftorque settings include a low torque setting, a medium torque setting, ahigh torque setting, and so on. The selection(s) made by the user may bestored as a torque profile in memory 116 and incorporated intoinstructions 118. By allowing a user to program the amount of torqueapplied by the motor 92 to the door 16, the user is able to customizethe manner in which the motor 92 assists with the opening and closing ofthe door 16 based on his or her strength levels along with any otherconsiderations such as whether the vehicle 12 is on an incline, decline,or substantially straight surface. As such, it is contemplated thatmultiple torque profiles may be saved and implemented based on aposition and/or an operational environment of the vehicle 12 along withany needs of the user. A given torque profile may be selected manuallyvia the user-input device 122 or automatically selected by thecontroller 110. In determining which torque profile to select, thecontroller 110 may rely on information provided from a variety ofvehicle equipment 126, which may include sensors (e.g., accelerometer)or sensor systems, global positioning systems, and any other equipmentfor assessing information related to vehicle positioning, doorpositioning, and/or an operational environment of the vehicle 12.

In operation, the controller 110 communicates with a sensor system 130that includes a position sensor 132 and a door sensor 134, whereposition sensor 132 is operatively coupled to the motor 92 for sensingan angular position of the motor 92 and door sensor 134 is operativelycoupled to the door 16 for sensing a position of the door 16 such aswhether the door 16 is in an open or a closed position. Since angulardisplacement of the motor 92 is directly correlated to that of the door16 by virtue of their mechanical coupling, the controller 110 is able todeduce the angular position and swing direction of the door 16 based onangular position information 136 of the motor 92 reported by theposition sensor 132 thereby enabling the controller 110 to control themotor 92 according to selections made by a user or a default setting. Intracking the position of the motor 92, the controller 110 may reset theangular position of the motor 92 to zero whenever the door 16 is in aclosed position as indicated by door information 138 provided to thecontroller 110 from door sensor 134.

In some instances, instead of generating torque, the motor 92 mayoperate to resist torque applied to the door 16 from a sourceindependent of the motor 92 such as torque exerted on the door 16 by auser or torque stemming from environmental conditions such as wind,gravity (due to the vehicle 12 being on an incline or decline), etc.According to one embodiment, the controller 110 controls a mechanicalresistance applied by the motor 92 to the door 16 to resist door swing.The amount of mechanical resistance may be specified via the user-inputdevice 122 and be a function of an angular position of the door 16. Theamount of mechanical resistance for a given angular position of the door16 may be selected from a range of available mechanical resistances orpredetermined settings. Additionally or alternatively, the amount ofmechanical resistance may be a function of a door swing direction,thereby allowing a user to make mechanical resistance selections basedon whether the door 16 is being opened or closed. The mechanicalresistance(s) specified by a user may be stored as resistance profilesin memory 116 and implemented by the controller 110 through manual orautomatic activation. The controller 110 may call upon a givenresistance profile based on factors including a position of the vehicle12, a door position, and/or an operating environment of the vehicle 12.

Referring to FIG. 8, an exemplary resistance profile is shown, in whicha programmable detent has been created. As shown in FIG. 8, vehicle 12is positioned next to an obstruction, shown as vehicle 140, to representan operating environment in which a user is parked in his or her garage.In such instances, it is quite common for portions of the swing path 30of the door 16 to travel into the obstruction resulting in damage to thedoor 16 along with the obstruction itself should the door travel thatfar. To avoid this, a user may specify a mechanical resistance to beapplied to the door 16 at an angular position such as angular positionD1, which is located on a portion of the swing path 30 that does notcross vehicle 140. In this instance, the mechanical resistance is alsoselected to generate a holding force that opposes door travel in thedirection specified by arrow 142 to prevent the door 16 from collidingwith vehicle 140. Additionally, the user may select a duration for howlong the mechanical resistance is applied to the door 16. As describedherein, the illustrated resistance profile may be activated manually orautomatically. According to one embodiment, the resistance profile isactivated automatically by the controller 110 based on signals receivedfrom vehicle equipment 126, which may include a global positioningsystem for signaling to the controller 110 that the vehicle 12 islocated in the user's garage. When the vehicle 12 is located elsewhere,a different resistance profile may be used, if available. While aprogrammable detent has been illustrated at angular position D1, itshould be appreciated that a programmable detent may be specified acrossa range of angular positions in the alternative. For example, in theillustrated embodiment, a user may specify a door detent degree rangespanning from angular positions D2 to D3 in which a constant or variedmechanical resistance may be applied by the motor 92 to the door 16 toresist door swing in the direction specified by arrow 142. Thus, itshould be appreciated that the user-inputted selections may includespecifying an allowable direction in which the door 16 can swing.

In operation, the controller 110 may control the motor 92 to applymechanical resistance in a variety of manners. According to oneembodiment, the controller 110 is configured to partially or fully shortthe field component 106 thereby making it more difficult to turn thearmature 108. The resulting mechanical resistance is generallysufficient for a user desiring an increase in mechanical resistance whenopening or closing a door 16 so as to prevent the door 16 from swingingtoo quickly. When a user is closing the door 16, the added mechanicalresistance helps to prevent the door 16 from slamming against the bodyof the vehicle 12. Similarly, when a user is opening the door 16, theadded mechanical resistance helps to prevent the door 16 from travellingtoo quickly and potentially colliding with an object before the userbecomes aware. If desiring to detain the door 16 (e.g., creating acontrolled detent), the controller 110 may apply current only to thefield component 106 to further increase the difficulty in turning thearmature 108. Should a higher holding torque be desired, such as whenthe vehicle 12 is located on a steep incline, the controller 110 maycontrol the motor 92 using position control feedback. Another situationwhere a higher holding torque is desirable involves instances where thedoor 16 is used to assist with egress and ingress from the vehicle 12.For example, some people, such as the elderly, use doors to supportthemselves while entering or exiting a vehicle. If the door is not in adetained position, the door may swing causing the person to lose his orher balance. This problem is alleviated by creating a controlled detentat the appropriate door position. Thus, by virtue of the aforementionedcontrol schemes, a user is provided with a greater flexibility incontrolling door swing behavior. Furthermore, due to the programmabilityof the power assist device 10 described herein, conventional mechanicaldetents are no longer needed. In instances where current applied to themotor 92 becomes excessive, the controller 110 may shut down powerdelivery to the motor 92 to allow the door 16 to move to the directionlimit.

Accordingly, by operatively coupling a motor 92 to a door 16 andcontrolling the motor 92 based on one or more user-inputted selectionsmade through a user-input device 122, a user is able to control the doorswing of the door 16. As described herein, selections made by the usermay result in the motor 92 being controlled to apply a torque to thedoor 16 in order to assist the user with opening or closing the door 16.Alternatively, selections made by the user may result in the motor 92being controlled to apply a mechanical resistance to the door 16 inorder to resist door swing. Control of the motor 92 may occur manuallyor automatically using a controller 110. While controlling the motor 92,the controller 110 may receive signals from vehicle equipment 126 toensure proper motor functionality. Selections made by the user may bestored as torque and resistance profiles that are retrieved based on avariety of considerations. In this manner, a user is provided theability to customize the manner in which a door 16 behaves to bettersuit his or her needs.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

It is also important to note that the construction and arrangement ofthe elements of the invention as shown in the exemplary embodiments isillustrative only. Although only a few embodiments of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements shown as multiple parts may be integrally formed, theoperation of the interfaces may be reversed or otherwise varied, thelength or width of the structures and/or members or connector or otherelements of the system may be varied, the nature or number of adjustmentpositions provided between the elements may be varied. It should benoted that the elements and/or assemblies of the system may beconstructed from any of a wide variety of materials that providesufficient strength or durability, in any of a wide variety of colors,textures, and combinations. Accordingly, all such modifications areintended to be included within the scope of the present innovations.Other substitutions, modifications, changes, and omissions may be madein the design, operating conditions, and arrangement of the desired andother exemplary embodiments without departing from the spirit of thepresent innovations.

It will be understood that any described processes or steps withindescribed processes may be combined with other disclosed processes orsteps to form structures within the scope of the present invention. Theexemplary structures and processes disclosed herein are for illustrativepurposes and are not to be construed as limiting.

It is also to be understood that variations and modifications can bemade on the aforementioned structure without departing from the conceptsof the present invention, and further it is to be understood that suchconcepts are intended to be covered by the following claims unless theseclaims by their language expressly state otherwise.

What is claimed is:
 1. A power assist device comprising: a motoroperatively coupled to a door of a vehicle; and a controller forcontrolling a mechanical resistance applied by the motor to the door toresist door swing, wherein the mechanical resistance applied to the dooris a function of an angular position of the door.
 2. The power assistdevice of claim 1, wherein the motor comprises a field component forgenerating a magnetic field and an armature having an input current thatinteracts with the magnetic field to produce torque.
 3. The power assistdevice of claim 2, wherein the controller is configured to at leastpartially short the field component to increase the mechanicalresistance applied by the motor to the door to resist door swing.
 4. Thepower assist device of claim 2, wherein the controller is configured toapply current only to the field component to increase the mechanicalresistance applied by the motor to the door to resist door swing.
 5. Thepower assist device of claim 2, wherein the controller is configured toimplement position control feedback to increase the mechanicalresistance applied by the motor to the door to resist door swing.
 6. Thepower assist device of claim 1, further comprising a position sensor forsensing an angular position of the motor that is correlated with acorresponding angular position of the door.
 7. The power assist deviceof claim 6, wherein the angular position of the motor is reset to zerowhen the door is in a closed position.
 8. The power assist device ofclaim 1, wherein the motor comprises one of a brushless direct-currentmotor and a brushed direct current motor.
 9. The power assist device ofclaim 1, further comprising a user-input device for supplying thecontroller with one or more user-inputted selections for specifying themechanical resistance for one or more angular positions of the door. 10.A vehicle door assembly comprising: a vehicle door; a power assistdevice for resisting door swing, comprising: a motor operatively coupledto the door; and a controller for controlling a mechanical resistanceapplied by the motor to the door to resist door swing, wherein themechanical resistance applied to the door is a function of an angularposition of the door.
 11. The vehicle door assembly of claim 10, whereinthe motor comprises a field component for generating a magnetic fieldand an armature having an input current that interacts with the magneticfield to produce torque.
 12. The vehicle door assembly of claim 11,wherein the controller is configured to at least partially short thefield component to increase the mechanical resistance applied by themotor to the door to resist door swing.
 13. The vehicle door assembly ofclaim 11, wherein the controller is configured to apply current only tothe field component to increase the mechanical resistance applied by themotor to the door to resist door swing.
 14. The vehicle door assembly ofclaim 11, wherein the controller is configured to implement positioncontrol feedback to increase the mechanical resistance applied by themotor to the door to resist door swing.
 15. The vehicle door assembly ofclaim 10, further comprising a position sensor for sensing an angularposition of the motor that is correlated with a corresponding angularposition of the door.
 16. The vehicle door assembly of claim 15, whereinthe angular position of the motor is reset to zero when the door is in aclosed position.
 17. The vehicle door assembly of claim 10, wherein themotor comprises one of a brushless direct-current motor and a brusheddirect current motor.
 18. The vehicle door assembly of claim 10, furthercomprising a user-input device for supplying the controller with one ormore user-inputted selections for specifying the mechanical resistancefor one or more angular positions of the door.
 19. A method of resistingdoor swing, comprising the steps of: operatively coupling a motor to avehicle door; and controlling a mechanical resistance applied by themotor to the door, wherein the mechanical resistance applied to the dooris a function of an angular position of the door.
 20. The method ofclaim 19, further comprising the step of specifying the mechanicalresistance through a user-input device.